Project Analysis

Project Description

The segment of U.S. 301 in Bradford County, Florida, which is the subject of this study, extends 7.3 miles in a northeast/southwest direction through the City of Starke. The segment begins at CR 227, which is approximately 2.2 miles south of the Starke city limits, and continues directly through the center of the City of Starke ending approximately 2.1 miles north of Starke at CR 233. U.S. 301 through this area is a four-lane rural arterial outside of the city limits and a four-lane urban arterial inside the city limits. Within the urban section the road varies from divided to undivided in the center of the city. There are numerous driveways and developed land uses along the entire urban section and much of the rural sections.

Corridor Analysis

A multiphase evaluation process was used to assess all potential alternatives for improvements to U.S. 301. The first phase of the evaluation included examination of improvements within the existing corridor and the identification and evaluation of potential alternative corridors. These corridors were developed with the objective of avoiding impacts to the natural and manmade environments. The corridor phase included two levels of analysis. The first level included identification and preliminary evaluation of 16 corridors. The second level included evaluation of 9 of the original 16 corridors. Following further study and public comment, one urban corridor and one rural corridor were recommended for further consideration. The flow chart (PDF) tracks the alternatives as they were developed, modified, eliminated, and recommended for further consideration.

Alternative Analysis

The No Project Alternative would leave U.S. 301 in downtown Starke as a five-lane undivided facility carrying a projected 49,200 vehicles per day in the year 2030; and in the rural areas south of town a four-lane divided facility carrying 39,600 vehicles per day. The existing facility does not meet the FIHS design criteria with regards to access, level of service, average speed, and typical section. Nor does the current level of service meet the goals, policies, and objectives of the City of Starke Comprehensive Plan.

The No Project Alternative was considered along with other "Build" alternatives for comparison purposes, even though it does not meet the FIHS criteria with regards to access control, typical section, level of service, and travel speed.

The Urban Alternative (expand existing U.S. 301 through town) is developed as a six-lane controlled access arterial roadway centered on the existing alignment of U.S. 301 for much of the project length. The alignment varies only in locations where the existing curvature will not meet design speed standards or where land use constraints require shifting of the alignment to allow for a reduction of impacts. Within the downtown area of Starke a segment of the proposed alternative would be widened to include an auxiliary lane as a continuous right-turn lane.

The Rural Alternative (Bypass) is developed as a four-lane limited access freeway facility intended to route through traffic around the more developed and congested segments of U.S. 301 including the City of Starke. A limited access facility is proposed because it will: 1) afford increased safety; 2) have a higher average travel speed; 3) have a greater lane capacity; and 4) reduce the potential of urban sprawl in the rural areas.

The major factors that contributed to the development of the specific rural alignment included: 1) connections to the existing road system; 2) avoidance of sensitive wetlands to the greatest extent possible; and 3) avoidance of residences and businesses. The Rural Alternative alignment begins on existing U.S. 301 approximately 0.75 miles south of the city limits at Prevatt Creek, and continues on new location west of the existing route for a distance of approximately 7 miles, returning and ending on existing U.S. 301 approximately 2.2 miles north of town at Morgan Road (County Road 233).

Preferred Alternative

Currently, the Rural Alternative is the locally preferred alternative. However, a final decision will not be made by the Florida Department of Transportation (FDOT) until after a public hearing, which will be held later this year.